University  of  California  •  Berkeley 


JACK  MARTIN  DAVIS  MEMORIAL  FUND 


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A  CATALOG  FOR  NARROW 
GAUGE  LOCOMOTIVES. 

74.  [BALDWIN  LOCOMOTIVE  WORKS]. 
ILLUSTRATED  CATALOGUE  OF  NARROW- 
GAUGE  LOCOMOTIVES.  BURNHAM,  PARRY, 
WILLIAMS  &  CO.  Philadelphia:].  B.  Lippincott  &  Co., 
1885.  64  pages  of  text  plus  16  mounted  albumen  photo- 
graphs. The  images  measure  8x5  inches  (203  x  127  mm.) 
and  are  by  an  unknown  photographer.  Quarto,  n  x  yVa 
inches  (279  x  191  mm.).  Gilt  and  black  on  flexible  maroon 
cloth;  inner  hinge  cracked. 

Third  edition.  The  Baldwin  Locomotive  Works  of  Philadelphia 
was  the  oldest  and  largest  locomotive  producer  in  the  United 
States. The  firm  employed  2,000  highly  skilled  workers,  had 
delivered  4,000  engines  since  its  founding  by  abolitionist  and 
watchmaker  Matthias  Baldwin  in  1831,  and  provided  engines  to 
large  and  small  railroads  in  the  U.S.  as  well  as  railroads  overseas. 

Narrow  gauge  track  was  smaller  and  less  expensive  than 
standard  gauge  and  used  extensively  in  the  mountainous  regions 
of  the  American  West  and  in  Latin  America.  The  narrow  gauge 
catalogs  from  Baldwin  Locomotive  Works  are  uncommon,  with 
no  mention  of  them  by  Romaine  in  American  Trade  Catalogs. 
There  are  four  copies  located  on  OCLC  for  this  third  edition, 
but  no  mention  of  earlier  editions.  The  words  "third  edition" 
possibly  meant  the  third  catalog  issued  by  the  company. 

$3,000. 


L 


BALDWIN  LOCOMOTIVE  WORKS, 


ILLUSTRATED  CATALOGUE 


OF 


NARROW-GAUGE  LOCOMOTIVES. 


BURNHAM,  PARRY,  WILLIAMS  &  Go,, 


PHILADELPHIA,  PA.,  U.S. 


GEORGE  BURNHAM,  EDWARD  H.  WILLIAMS,  EDWARD  LONGSTRETH, 

CHARLES  T.  PARRY,  WILLIAM  P.  HENSZEY,  JOHN  H.  CONVERSE. 


THIRD     EDITION. 


PHILADELPHIA! 

J.  B.  LIPPINGOTT  &  GO, 

1885. 


ADVERTISEMENT. 


Separate    Catalogues    or    Circulars     are    issued,    and    -will    be    furnished    on 
application,  -with,    particulars    of 

BROAD-GAUGE   LOCOMOTIVES. 
NARROW-GAUGE    LOCOMOTIVES. 

MINE   LOCOMOTIVES. 

COMPRESSED   AIR    LOCOMOTIVES. 

LOCOMOTIVES    FOR    SUGAR    PLANTATIONS. 

LOCOMOTIVES   FOR   LOGGING   RAILROADS. 

LOCOMOTIVES   FOR   ROLLING    MILLS,    CONTRACTORS'   USE,   AND 

OTHER    SPECIAL    SERVICE. 

NOISELESS    MOTORS    AND    STEAM-CARS    FOR 
CITY    RAILWAYS. 


BURNHAM,  PARRY,  WILLIAMS  &  Go,, 

BALDWIN     LOCOMOTIVE     WORKS, 

PHILADELPHIA,  PA. 


CONTENTS. 


CIRCULAR 


CLASS  DESIGNATIONS 


CATALOGUE. 

PASSENGER  LOCOMOTIVES,  "AMERICAN"  TYPE.        ........  9 

PASSENGER  AND  FREIGHT  LOCOMOTIVES,  "  TEN- WHEELED"  TYPE 15 

FREIGHT  LOCOMOTIVES,  "  MOGUL"  TYPE 21 

FREIGHT  LOCOMOTIVES,  "  CONSOLIDATION"  TYPE 29 

FREIGHT  LOCOMOTIVES,  "  DECAPOD"  TYPE       .........  35 

SWITCHING  LOCOMOTIVES,  FOUR- WHEELS-CONNECTED • .        .  41 

SWITCHING  AND  LOCAL  SERVICE  LOCOMOTIVES,  FOUR-WHEELS-CONNECTED  AND  LEAD- 
ING PONY  TRUCK 42 

SWITCHING  AND  LOCAL  SERVICE  LOCOMOTIVES,  FOUR-WHEELS-CONNECTED  AND  TWO- 
WHEELED  TRAILING  TRUCK 49 

SWITCHING  AND  LOCAL  SERVICE  LOCOMOTIVES,  FOUR-WHEELS-CONNECTED  AND  FOUR- 
WHEELED  TRAILING  TRUCK 50 

LOCAL  PASSENGER  LOCOMOTIVES,  "  DOUBLE-ENDER"  TYPE      .        .    ^    .                .        .  55 

SWITCHING  AND  LOCAL  FREIGHT  LOCOMOTIVES,  Six- WHEELS-CONNECTED      ...  56 
SWITCHING  AND  LOCAL  FREIGHT  LOCOMOTIVES,  SIX-WHEELS-CONNECTED  AND  TRAILING 

TRUCK 63,  64 


T 


CIRCULAR. 


fN  the  following  pages  we  present  and  illustrate  a  system  of  NARROW- 
GAUGE  LOCOMOTIVES,  in  which,  it  is  believed,  will  be  found  designs  suited 
to  all  the  requirements  of  ordinary  service. 

These  patterns  admit  of  modifications,  to  suit  the  preferences  of  railroad 
managers,  and  where  machines  of  peculiar  construction  for  special  service  are 
required,  we  are  prepared  to  make  and  submit  designs,  or  to  build  to  specifica- 
tions furnished. 

All  the  locomotives  of  the  system  herewith  presented  are  adapted  to  the 
consumption  of  wood,  coke,  or  bituminous  coal  as  fuel.  Where  coal,  either 
bituminous  or  anthracite,  is  used  exclusively  as  fuel,  a  modification  in  the  plan 
of  engine  and  in  the  form  of  fire-box  can  be  made  in  the  principal  classes,  as 
will  be  seen  by  reference  to  the  classes  described  on  page  21. 

All  work  is  accurately  fitted  to  gauges,  which  are  made  from  a  system  of 
standards  kept  exclusively  for  the  purpose.  Like  parts  will,  therefore,  fit  accu- 
rately in  all  locomotives  of  the  same  class. 

This  system  of  manufacture,  together  with  the  large  number  of  locomo- 
tives at  all  times  in  progress,  and  embracing  the  principal  classes,  insures  un- 
usual and  especial  facilities  for  filling  at  once,  or  with  the  least  possible  delay, 
orders  for  duplicate  parts. 

The  advantages  and  economies  to  the  users  oj  locomotives  resulting  from 
this  method  of  construction  are  apparent.  By  its  means  the  expense  of  main- 
tenance and  repairs  can  be  reduced  to  a  minimum.  A  limited  stock  of  dupli- 
cate parts,  either  ordered  with  the  locomotive  or  at  any  time  thereafter,  can  be 
kept  on  hand  by  the  purchaser  and  drawn  from  to  replace  any  worn-out  or 
broken  part  when  required.  Repairs  can  thus  be  made  in  the  shortest  possible 
time,  and  the  use  of  the  locomotive  lost  for  only  a  few  hours  or  days,  or  not 
at  all.  The  first  cost  of  duplicates  will  be  much  less  than  the  cost  of  manu- 
facture in  the  shop  of  the  railroad  company ;  in  many  cases  it  will  be  less  than 
4 


BALDWIN  LOCOMOTIVE   WORKS. 


the  cost  of  carrying  the  stock  of  raw  material  necessary  for  the  purpose ;  while, 
if  the  line  is  equipped  with  a  limited  number  of  classes  of  standard  inter- 
changeable locomotives,  the  quantity  of  duplicates  necessarily  carried  in  stock 
will  be  small  and  comparatively  inconsiderable  in  the  amount  of  capital  repre- 
sented. Much  of  the  ordinary  outlay  for  shops,  machinery,  drawings,  and 
patterns  can  be  saved,  and  the  necessity  of  maintaining  for  the  purpose  of  re- 
pairs a  large  force  of  skilled  workmen  at  a  constant  expense  may  be  in  great 
measure  obviated. 

Particulars  of  the  performance  of  various  classes  of  locomotives  illustrated 
will  be  found  in  the  body  of  the  Catalogue.  It  will  be  seen  from  these  state- 
ments of  work  actually  done  that  at  least  nine-fortieths  of  the  weight  on 
driving-wheels  are  utilized  for  adhesion,  under  ordinarily  favorable  conditions, 
with  adequate  boiler  and  cylinder  capacity.  The  loads  given  in  the  tables 
are,  therefore,  calculated  for  each  class  on  this  basis,  in  tons  of  twenty-two 
hundred  and  forty  pounds,  and  are  predicated  on  track  being  straight  and  in 
good  condition.  It  is  also  assumed  that  the  frictional  resistance  of  the  cars 
hauled  will  not  exceed  eight  pounds  per  gross  ton  of  their  weight. 

Designs  and  estimates  for  any  sizes  or  patterns  of  locomotives  not  given  in 
this  Catalogue  will  be  submitted  on  application. 

The  delivery  of  locomotives  at  any  point  which  can  be  reached  by  rail  or 
vessel  will  be  included  in  contracts  if  desired. 

In  ordering  locomotives,  the  following  particulars  should  be  given : 

1.  Gauge  of  track, — exact  inside  distance  between  the  rails. 

2.  Kind  of  fuel  which  will  be  used. 

3.  Kind  and  height  of  couplings  of  cars. 

4.  Limitations,  if  any,  in  width,  height,  etc.,  by  tunnels,  overhead  bridges,  etc. 

5.  Mark,  name,  or  number. 

For  detailed  specifications  and  further  particulars,  address 

BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS, 

PHILADELPHIA,  PA.,  U.  S. 


CUSS  DESIGNATIONS. 


'HE   different   classes   of   locomotives   are   designated   by   a  combination   of   figures 
with  one  of  the  letters  C,  D,  E,  or  F,  so  as  to  indicate  both  the  plan  and  size, 
as  follows : 

The  letter  C  indicates  that  four  wheels  are  connected  as  driving-wheels. 
"      D         "  "     six          "  .    " 

"      E        "  "     eight      " 

F        "  "     ten 

1.  A  figure  or  figures  (4,  6,  8,  10,  or  12)  is  used  to  indicate  the  whole  number  of  wheels 
under  the  locomotive. 

2.  A  figure  or  figures,  following  the  figures  indicating  the  whole  number  of  wheels, 
indicates  the  diameter  of  cylinders,  viz. : 

8  indicates  cylinders  7  inches  in  diameter. 

"  "  8  " 

"  9  " 

"  "  10  " 

"  "  ii  " 

"  "  12 

"  "  13  " 

"  "  14        " 

"  "  15         " 

"  "         16       " 

"  "         17 

"  "         18 

Thus  8-18  C  indicates  an  eight- wheeled  locomotive,  having  four  wheels  coupled,  and 
cylinders  twelve  inches  in  diameter.  8-22  D  indicates  an  eight-wheeled  locomotive,  having 
six  wheels  coupled,  and  cylinders  fourteen  inches  in  diameter ;  and  10-26  E,  a  ten-wheeled 
locomotive,  having  eight  wheels  coupled,  and  cylinders  sixteen  inches  in  diameter. 

The  addition  of  the  fraction  ^  indicates  that  there  is  a  truck  at  each  end  of  the  loco- 
motive. Thus  8-i8X  C  indicates  an  eight-wheeled  locomotive,  having  four  wheels  coupled, 
cylinders  twelve  inches  in  diameter,  and  a  two -wheeled  truck  at  each  end. 

The  addition  of  the  fraction  1/3  indicates  that  the  engine  is  on  the  "  Forney"  plan,  having 
the  truck  back  of  the  fire-box.  Thus  8-161/3  C  indicates  an  eight-wheeled  locomotive,  having 
four  wheels  coupled,  cylinders  eleven  inches  in  diameter,  and  a  four-wheeled  truck  back  of 
the  fire-box.  6-i6]A,  C  indicates  a  six-wheeled  locomotive,  having  four  wheels  coupled,  cyl- 
inders eleven  inches  in  diameter,  and  a  two-wheeled  truck  back  of  the  fire-box. 

The  figures  following  the  class  designation,  as  found  on  every  locomotive,  give  the  class 
number  for  that  locomotive,  and  supply  an  individual  designation  for  it,  in  addition  to  the  con- 
struction number.  Thus  8-20  C  500  means  the  five-hundredth  locomotive  of  the  8-20  C  class. 


BALDWIN  LOCOMOTIVE  WORKS.                                                g 

PASSENGER  AND  FREIGHT  LOCOMOTIVES,  "AMERICAN"  TYPE. 

OAUOE,  THREE  EEET,  OR  \VIDER.  KUEL,  \VOOD  OR  BITUMINOUS  COAL. 
General  Design  shown  by  Photograph  on  page  8. 

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In  locomotives  of  this  pattern  all  the  wheels  are  usually  flanged.  Where,  however,  very  short  curves  have  to  be  traversed,  the  front  driving-wheels  can 
be  made  without  flanges. 
The  total  wheel-base  of  engine,  with  8-wheeled  tender  attached,  varies  from  34  feet  8  inches  for  Class  8-14  C  to  39  feet  9  inches  for  Class  8-22  C. 
From  1  8  inches  to  2  feet  should  be  added  to  give  the  length  of  turn-table  required. 

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10 


ILLUSTRATED    CATALOGUE. 


PERFORMANCE  OF  NARROW-GAUGE  LOCOMOTIVES, 
"AMERICAN"  TYPE. 


'HE   following   data  will  serve  to  indicate  the  kind   and   extent  of  work  per- 
formed by  narrow-gauge  locomotives  of  the  "American"  type: 

CLASS  8-16  C  ON  GRADE  OF  1WX  FEET  PER  MILE. 


NEVADA  COUNTY  NARROW-GAUGE  RAILROAD. 
GENERAL  SUPERINTENDENT'S  OFFICE,  GRASS  VALLEY,  CAL.,  October  26,  1877. 

MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Our  engine,  "  Grass  Valley,  No.  i"  (Class  8-16  C),  hauls  mixed  trains  over  our  road. 
Maximum  grade  in  direction  of  freight  movement  is  116^  feet  per  mile;  minimum  radius  of  curvature, 
302.9  feet.  These  trains  consist  generally  of  three  freight  box  cars,  one  smoker  and  baggage  combined, 
and  one  passenger  car.  Our  box  cars  weigh  4  gross  tons  each,  and  are  loaded  with  8  gross  tons  each. 
The  passenger  and  smoking  cars  are  each  42  feet  long  from  outside  of  platforms.  A  passenger  coach 
seats  32  passengers.  I  do  not  know  the  exact  weight  of  these  cars,  but  estimate  at  least  n  gross  tons 
each,  and  loaded  at  13  gross  tons  each. 

The  weight  of  train  is  as  follows,  viz. : 

Three  loaded  box  cars,  12  gross  tons  each        ......         36  tons. 

One  combined  smoker  and  baggage,  and  one  passenger  coach,  13  gross 

tons  each  ...........         26     " 

Total  weight  of  train  .......         62  tons. 

The  same  engine  has  brought  over  the  road  on  several  occasions  four  loaded  box  cars  and  the 
smoker  and  passenger  cars,  and  has  likewise  hauled,  when  running  extra,  six  loaded  box  cars. 

The  mixed  trains  first  above-mentioned  run  from  Colfax  to  Nevada,  22^  miles,  in  two  hours, 
making  an  average  of  four  stops,  one  at  Grass  Valley  of  ten  minutes.  Absolute  running  time,  one  hour 
and  forty  minutes,  or  an  average  of  13^  miles  per  hour. 

This  locomotive,  as  you  are  aware,  has  been  in  commission  for  over  two  years ;  seven  months  of 
the  time  on  construction  and  the  balance  in  regular  service.  It  has  had  the  tire  turned  once,  and  to-day 
is  in  as  good  condition  as  when  she  came  on  the  road. 

Our  locomotive,  "  Nevada,  No.  2"  ^  Class  .8-16  D),  hauls  over  the  same  road  seven  loaded  box  cars. 

Our  rail  weighs  35  pounds  per  yard.  Total  degrees  of  curvature  on  line  are  7944°  25/.  Total 
length  of  tangents,  53,908  feet.  Total  ascents  from  Colfax,  1159  feet.  Total  descents  from  Colfax, 
1042  feet.  Yours  truly, 

JOHN  F.  KIDDER, 

General  Superintendent. 


T 


jL 


BALDWIN  LOCOMOTIVE    WORKS.  IX 


CLASS  8-16  C  ON  GRADE  OF  75  FEET  PER  MILE. 

On  the  Denver  and  Rio  Grande  Railway,  locomotives  of  Class  8-16  C  were  used  for  passenger 
service  until  the  increase  of  traffic  required  heavier  engines.  Following  is  extract  of  a  letter,  dated 
February  13,  1877,  from  W.  W.  Borst,  then  General  Superintendent  of  the  line: 

"Passenger  engines  Nos.  16,  17,  18  (Class  8-16  C).  These  engines  are  used  on  our  regular  pas- 
senger trains,  consisting  of  one  baggage  car  and  two  coaches,  at  a  speed  of  20  miles  per  hour  on  all 
grades.  We  have  never  had  occasion  to  test  either  the  speed  or  the  power  of  these  engines  in  passenger 
train  service. 

"On  the  29th  of  August,  1876,  Engine  No.  16  took  one  baggage  car,  five  coaches,  and  one  ex- 
cursion car  from  Denver  to  Colorado  Springs.  Time,  including  stops,  four  hours;  actual  running  time, 
about  three  and  a  half  hours.  She  did  her  work  with  ease,  making  20  miles  per  hour  on  the  heaviest 
grades.  I  am  satisfied  that  either  of  the  four-wheels-connected  passenger  engines  will  haul  seven  coaches 
and  one  baggage  car,  over  our  75  feet  grades,  at  from  1 8  to  20  miles  per  hour. 

"  These  engines  are  as  heavy  as  should  be  run  over  a  30  pound  iron  rail,  although  I  do  not  see  that 
they  injure  the  iron  more  than  our  lighter  engines.  When  the  road-bed  is  soft,  these  engines  knock  the 
track  out  of  line  more  than  our  first  engines  (6-12  C)." 


CLASS  8-16  C  ON  GRADE  OF  110  FEET  PER  MILE. 

On  the  Caniden,  Gloucester  and  Mount  Ephraim  Railway,  3  feet  gauge,  laid  with  35  pound  rails,  a 
locomotive  of  Class  8-16  C  has  hauled  five  loaded  eight- wheeled  freight  cars  and  two  loaded  passenger 
cars  up  a  grade  of  no  feet  per  mile.  The  usual  train  is  two  passenger  cars,  with  which  the  run  is  made 
from  Gloucester  to  Camden,  2l/2  miles,  in  twelve  minutes,  making  four  regular  intermediate  stops,  and 
running  slow  into  the  city  of  Camden.  One  curve  of  only  120  feet  radius  occurs  on  entering  Camden. 


CLASS  8-18/2  C  ON  GRADES  OF  52  TO  105  FEET  PER  MILE. 

On  the  Eureka  and  Palisade  Railroad,  3  feet  gauge,  of  Nevada,  a  locomotive  of  Class  8-18^  C, 
with  one  passenger  coach  attached,  has  made  the  run  from  Palisade  to  Eureka,  90  miles,  in  two  hours 
and  thirty-eight  minutes,  nearly  all  the  distance  being  up  grade,  viz. :  52  feet  per  mile  for  35  miles,  75 
feet  per  mile  for  8  miles,  and  105  feet  per  mile  for  3  miles.  Average  speed,  34.17  miles  per  hour. 


CLASS  8-18/2  C  ON  GRADES  OF  155  FEET  PER  MILE,  AND  CURVES  OF  215  FEET 

RADIUS.    . 

A  locomotive  of  Class  8-18^  C  was  in  daily  use  for  one  hundred  and  fifty-six  days,  from  May  13, 
1876,  to  the  close  of  the  Exhibition,  on  the  narrow-gauge  railway  in  the  Centennial  Exhibition  grounds. 
The  line  was  3^  miles  long,  with  double  track,  and  was  made  up  almost  wholly  of  curves  in  order  to 
run  near  all  the  principal  buildings  on  the  Exhibition  grounds.  Many  of  the  curves  were  on  the  heaviest 

2 


I2  ILLUSTRATED    CATALOGUE. 

grades,  some  having  a  radius  of  215,  230,  and  250  feet  on  grades  of  140  and  155  feet  per  mile.  The 
track  was  laid  with  iron  rails  weighing  35  pounds  per  yard.  The  usual  load  of  the  engine  was  five 
eight-wheeled  passenger  cars,  frequently  carrying  over  loo  passengers  per  car.  On  special  occasions  as 
many  as  six  and  seven  loaded  cars  have  been  drawn  by  one  of  these  engines.  The  average  weight  of 
each  loaded  car  was  about  12  gross  tons. 


CLASS  8-22  C  ON  GRADE  OF  80  FEET  PER  MILE. 

CARSON  AND  COLORADO  RAILROAD  Co. 

CARSON  CITY,  COL.,  March  18,  1881. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Dear  Sirs, — Engines  Nos.  I  and  2  have  pulled  a  train  of  twenty-one  loaded  cars,  of  10  tons  each, 
over  a  grade  of  80  feet  to  the  mile,  which  I  consider  extraordinarily  good  work. 

(Signed)  H.  M.  YERINGTON, 

President. 


1 

*\ 

BALDWIN  LOCOMOTIVE   WORKS.                                              15 

,.  ..... 

•  '  PASSENGER  AND  FREIGHT  LOCOMOTIVES,  "TEN-WHEELED"  TYPE, 

OAUQE,  THREE  EEET,  OR  \VIDER.  KUEL,  WOOD  OR  BITUMINOUS  COAL. 

General  Design  sliown  by  Photograph  on  page  14. 

» 

type  of  locomotive  is  offered  for  passenger,  freight,  or  mixed  service,  where  a  locomotive  of  the  "  American"  type,  with  four  coupled  wheels,  does 
ufficient  power.  The  greater  length  of  the  engine  admits  of  a  longer  boiler,  and  therefore  gives  increased  heating  surface.  As  the  increased 
carried  on  an  additional  pair  of  driving-wheels,  the  weight  on  each  wheel  is  not  excessive,  and  is,  in  fact,  less  than  the  weight  on  each  wheel  of 
:rican"  locomotive  of  corresponding  cylinder, 
total  wheel-base,  with  8-wheeled  tender  attached,  varies  from  40  feet  6  inches  for  Class  10-22  D  to  43  feet  for  Class  10-26  D.  From  18  inches  to 
uld  be  added,  to  allow  for  clearance  of  flanges,  to  give  the  length  of  turn-table  required, 
driving-wheels  can  be  made  with  flanges  on  the  front  and  back  pairs  and  without  flanges  on  the  middle  pair,  or  with  flanges  on  the  middle  and 
s  and  the  front  pair  without  flanges.  The  truck  can  be  made  with  swinging  bolster,  where  required  for  passing  short  curves;  otherwise,  a  rigid- 
ck  with  middle  and  back  pairs  of  driving-wheels  flanged  will  give  good  results. 

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ILLUSTRATED    CATALOGUE. 


PERFORMANCE  OF  NARROW-GAUGE  "TEN-WHEELED" 
PASSENGER  LOCOMOTIVES. 


CLASS  W-22  D  ON  GRADES  OF  90  FEET  PER  MILE. 

DENVER  AND  Rio  GRANDE  RAILWAY  Co.,  BURNHAM,  COL.,  February  i,  1882. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.,  PHILADELPHIA,  PA.: 

Gentlemen, — We  now  have  four  of  the  "  ten-wheelers"  on  our  regular  express  trains  between 
Denver  and  Pueblo  (120  miles),  and  have  made  the  run  in  five  hours.  Train  consisted  of  mail,  express, 
baggage,  and  three  coaches — six  cars  in  all.  Weight  of  train,  70  tons.  Maximum  grade,  90  feet  per 
mile,  5  miles  long ;  26  miles  of  75  feet  grade.  This  I  consider  a  very  satisfactory  performance  by  com- 
parison with  the  14  x  20  cylinder  "  Moguls." 

The  12  feet  wheel-base  seems  to  be  no  objection  on  this  part  of  the  line.  They  curve  readily,  ride 
easily,  and,  so  far  as  trial  has  been  given,  are  a  very  satisfactory  engine. 

Respectfully,  N.  W.  SAMPLE,  Superintendent  M.  P.  &  M. 


DENVER  AND  Rio  GRANDE  RAILWAY  COMPANY,  DENVER,  COL.,  May  i,  1884. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.,  PHILADELPHIA,  PA.  : 

Dear  Sirs, — Your  letter  of  April  2$th  at  hand  yesterday.  We  have  been  using  these  engines  (Class 
10-22  D)  between  Denver  and  Pueblo  on  regular  passenger  trains;  distance,  120  miles,  51  miles  of  which 
are  52  feet  grade;  maximum  curvature,  12°  per  loofeet;  19  miles  75  feet  grade;  maximum  curvature,  6° ; 
24  miles  running  from  75  to  90  feet  per  mile  (6  miles  of  90  feet);  maximum  curvature,  6°;  26  miles 
42  feet  grade. 

Over  this  line  we  hauled  with  Engine  166,  on  last  year's  card,  a  train  of  ten  mail,  express,  baggage 
cars,  and  coaches,  total  weight  of  which  was  284,550  pounds,  exclusive  of  lading,  in  five  hours  and 
ten  minutes.  This  train,  however,  was  an  exceptional  one,  the  average  on  that  card  being  eight  cars. 

The  cars  in  our  present  fast  train  for  Salt  Lake  City  and  Ogden  weigh,  exclusive  of  lading,  182,000 
pounds,  and  the  running  time  between  Denver  and  Pueblo  is  four  hours  and  ten  minutes.  This  is  made 
easily,  and  has  been  made  with  one  car  more  (about  27,000  pounds)  under  particularly  favorable  con- 
ditions. We  are  also  running  this  engine  between  Pueblo  and  Salida  on  the  same  maximum  grade,  75 
feet  per  mile;  maximum  curvature,  15°  per  100  feet  (and  an  immense  amount  of  it) ;  distance,  96  miles; 
time,  three  hours  and  forty  minutes;  in  which  service  they  have  given  excellent  satisfaction. 

Yours  truly,         (Signed)         N.  W.  SAMPLE,  Superintendent  M.  P.  &>  M. 


THE  SOUTH  FLORIDA  RAILROAD  Co.,  SANFORD,  FLA.,  May  24,  1884. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.,  PHILADELPHIA  : 

Dear  Sirs, — Replying  to  your  favor  of  April  25th,  would  say  that  we  find  the  average  cost  of  main- 
tenance per  mile  of  Engines  Nos.  10,  n,  12,  and  13,  your  ten-wheelers,  to  be  10%  cents.  The  average 
cost  of  wood  per  mile  is  4^  cents.  One  of  the  engines,  No.  10,  since  November,  1883,  to  May  i, 
1884,  has  run  a  total  of  13,541  miles  on  an  average  cost  of  ioT2^  cents  per  mile,  including  4T^  cents 
per  mile  for  wood.  We  find  the  engines  have  given  entire  satisfaction,  are  easily  handled,  extremely 
powerful,  and,  for  their  size  and  weight,  easy  upon  the  track.  We  have  had  no  trouble  with  the  extended 
arch,  and  our  engineers  claim  that  by  its  use  there  is  no  back  pressure  on  the  cylinders;  can  raise  steam 
quicker  and  hold  steam  longer  than  any  other  class  of  engine.  It  is  not  uncommon  to  find  gauge  show- 
ing 20  pounds  steam  upon  starting  fire  up  in  the  morning,  eight  to  ten  hours  after  run  is  over. 

Very  truly  yours,         (Signed)         J.  E.  INGRAHAM,  President. 

These  figures  of  cost  per  mile  run  include  items  as  follows :  Engineers,  firemen,  all  repairs,  fuel, 
oil,  waste,  tallow,  and  the  general  maintenance. 


i8 


20 


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BALDWIN  LOCOMOTIVE   WORKS.                                              2l 

—  rr^  —  ^*  —  '  General  Design  shown  toy  Photographs  on  pages  18  and  20. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  FIVE  SIZES  OF  THIS  PATTERN, 

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22  ILLUSTRATED    CATALOGUE. 


PERFORMANCE  OF  NARROW-GAUGE  "MOGUL" 
LOCOMOTIVES. 


CLASSES  8-16  D  AND  8-18  D  ON  GRADES  OF  146  TO  211  FEET  PER  MILE. 

MINERAL  RANGE  RAILROAD  COMPANY. 

HANCOCK,  MICH.,  February  19,  1877. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA  : 

Gentlemen, — In  reply  to  your  inquiry  relative  to  the  working  of  the  last  engine  furnished  us,  we 
would  say  that  we  use  the  "  Sharpless"  for  freight  service,  the  "  Portage  Lake"  for  passenger  service, 
and  the  "  Keweenaw"  as  a  spare  engine.  I  will  give  you  the  service  of  the  "  Sharpless,"  from  which 
we  can  judge  of  the  "  Keweenaw"  by  comparison. 

Our  road  is  12^  miles  long.  We  leave  the  station  at  Hancock  on  a  grade  of  211  feet  to  the  mile, 
which  continues  for  a  distance  of  about  1200  feet.  We  pass  from  this  211  feet  grade  to  one  of  146  feet 
to  the  mile,  which  latter  grade  continues  for  a  distance  of  about  2  miles,  after  which  the  maximum  grade 
is  60  feet  to  the  mile,  reaching  an  altitude  at  Calumet,  the  other  end  of  the  road,  of  630  feet  above  the 
starting-point.  The  curve  of  410  feet  radius  occurs  upon  the  146  feet  grade. 

The  snow  commences  falling  in  November  usually,  and  continues  to  fall  steadily  until  January  or 
February,  with  occasional  heavy  storms  after  that  time,  with  high  winds  and  heavy  drifts.  Sleighing 
comes  with  the  first  fall  of  snow,  and  continues  until  April,  and  sometimes  until  the  early  part  of  May. 
By  first  of  January  we  have  from  IJ^  to  3  feet  of  snow,  and  it  is  not  an  unusual  thing  to  find  3^  to  4 
feet  of  snow  in  the  woods  on  the  first  of  April.  This  is  our  average  winter.  The  present  winter  is  the 
mildest  we  have  experienced  since  1857  and  1858. 

During  the  winter  of  1875,  w'1^  verv  heavy  snows,  high  winds,  and  the  mercury  ranging  from  o°  to 
35°  below  for  over  forty  days,  we  were  only  delayed,  all  told,  about  three  days;  that  is,  the  Smelting 
Works  and  Stamp  (Crushing)  Mills,  to  which  we  brought  their  daily  supplies  of  material,  were  stopped, 
on  account  of  our  inability  to  get  through,  only  about  three  days. 

In  exposed  places  on  the  146  feet  grade  the  snow  often  drifts  to  the  depth  of  3^  to  5  feet  on  the 
track,  and  becomes  so  hard  that  one  could  walk  upon  it  as  easily  as  upon  a  floor.  With  the  "  Sharpless" 
provided  with  a  small  iron  plough,  we  have  often  worked  up  grade,  clearing  the  road  of  these  drifts,  and 
to  good  effect.  She  would  go  into  them  for  a  distance  of  200  to  500  feet  each  run  before  the  snow  would 
stop  her  by  getting  under  the  drivers  and  causing  the  engine  to  slip. 

With  this  explanation  of  the  difficulties  we  are  called  upon  to  surmount  in  operating  our  road,  you 
will  be  able  to  judge  intelligently  of  the  service  of  the  engines.  We  are  now  hauling  about  90,000  tons 
of  freight  per  annum,  or,  at  that  rate,  say  12,000  tons  from  Hancock  up  grade,  and  70,000  tons  of  copper 
rock  and  8000  tons  of  copper  down  grade.  The  copper  is  transported  upon  eight-wheeled  freight  cars, 
and  the  rock  in  eight-wheeled  hopper  cars,  the  cars  weighing  each  6^  tons  empty,  and  18^  tons  loaded. 

The  "Sharpless"  (12  X  I0  cylinders,  36  inch  drivers)  will  draw  up  the  211  feet  grade  ten  empty 
hopper  cars.  Total  weight,  62^  tons.  On  the  146  feet  grade,  which  includes  the  curve  of  410  feet 
radius,  with  a  good  rail,  the  same  engine  draws  regularly  twelve  empty  hopper  cars.  Total  weight, 
75  tons. 


BALDWIN  LOCOMOTIVE   WORKS.  23 


Its  usual  load  on  the  60  feet  grade  is  12  empty  rock  cars  and  6  loaded  freight  cars.  Weight,  about 
150  tons  going  up.  The  usual  down  freight  train  consists  of  12  loaded  rock  cars  and  from  6  to  8  cars 
of  copper.  Weight  of  cars  and  lading,  say  for  18  cars,  305  tons;  20  cars,  332  tons. 

This  is  our  regular  work,  unless  the  rail  is  unusually  bad  by  reason  of  snow  or  frost. 

The  capacity  of  the  "  Keweenaw"  (12  X  Io  cylinders,  40  inch  drivers)  on  the  211  and  146  feet 
grades  is  about  6  to  12  tons  less,  as  near  as  we  can  judge.  For  freight  service  we  consider  the  "  Sharp- 
less"  the  best;  for  passenger  service  the  "Keweenaw"  excels.  The  larger  boiler  causes  her  to  steam 
easily,  and  her  greater  weight  to  run  very  steadily. 

The  "  Portage  Lake"  (11  X  Io  cylinders,  36  inch  drivers)  draws  two  coaches,  weight  15  tons,  and 
one  freight  car,  weight  say  12  to  14  tons,  and  makes  the  trip  from  Hancock  to  Calumet  in  fifty  minutes. 
Deducting  stops,  this  would  make  running  time  about  forty  to  forty-five  minutes.  We  use  this  engine 
in  passenger  service,  as  the  other  engines,  being  larger,  are  more  desirable  for  heavy  work. 

We  consider  that  with  the  "  Sharpless"  we  can  transport  in  one  year,  making  two  round  trips  over 
the  road  per  day,  100,000  tons  of  freight  down  grade,  and  30,000  tons  up  grade,  the  work  all  to  be  done 
between  7  A.M.  and  6  P.M.,  and  by  the  "  Sharpless"  alone.  By  adding  one  more  trip,  time  required,  four 
hours,  the  service  would  be  increased  33  to  50  per  cent.  '5  . 

Our  rail  weighs  35  pounds  per  yard,  which  we  consider  heavy  enough  for  the  engines.  When  we 
renew  we  shall  use  a  heavier  rail,  and  increase  the  weight  of  freight  engines  purchased  in  future. 

To  sum  up,  your  engines  have  given  perfect  satisfaction,  and  we  do  not  see  in  what  manner  they  could 
be  improved.  Our  service,  with  the  grades,  snow,  and  ice,  is  very  hard,  but  the  engines  have  never 
failed.  I  have  written  at  length  that  you  might  fully  understand  what  we  are  doing,  and  will  be  very 
glad  to  answer  any  further  inquiries  you  may  be  pleased  to  make. 

Very  truly  yours, 

(Signed)  CHARLES   E.  HOLLAND. 


MINERAL  RANGE  RAILROAD  COMPANY. 

HANCOCK,  MICH.,  March  10,  1877. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA  : 

Gentlemen, — I  omitted  to  state  in  my  last  letter  that  we  have  two  curves  of  410  feet  radius  combined 
with  the  146  feet  grade,  up  which- the  "Sharpless"  hauled  the  twelve  hopper  cars.  One  of  the  curves 
occurs  on  the  side  track  going  into  the  mill,  and  the  other  on  the  main  line.  Since  writing  you  I  have 
looked  up  the  actual  weight  of  the  hopper  cars,  as  weighed  upon  a  Fairbanks  track  scale  at  the  mine, 
and  find  that  the  twelve  cars  weighed  75^^$  tons.  Since  that  weight  was  made,  additions  of  running 
boards  and  changes  have  been  made  which  increased  the  weight,  and  fourteen  more  cars  have  been 
purchased  which  were  made  a  little  heavier.  As  the  cars  are  all  mixed  together,  we  conclude  that  76^ 
tons  would  be  about  the  actual  weight  of  twelve  cars,  in  place  of  75  tons,  as  reported.  Further,  twelve 
cars  is  the  greatest  number  we  have  to  haul  at  one  time,  and  the  "  Sharpless"  hauls  them  up  this  146  feet 
grade,  combining  the  two  curves  of  410  feet  radius,  with  great  ease,  with  120  pounds  pressure  on  boiler, 
and  the  engineer  informs  me  that  when  we  have  a  greater  number  of  cars  he  can  haul  fourteen  cars, 
weighing,  say,  89  to  90  tons,  with  the  "Sharpless"  by  increasing  the  steam  pressure  to  130  pounds. 
This  we  fully  expect  to  do  when  our  trains  become  larger. 

Since  writing  you,  a  trial  was  made  with  the  "  Portage"  on  the  211  feet  grade.  She  hauled  four  cars 
loaded  with  copper  up  the  grade  with  ease,  cars  and  lading  weighing  48  tons  of  2000  pounds,  good  and 
strong,  and  the  master  mechanic  says  she  will  haul  one  car  more,  or  12  tons  additional.  This,  you  will 
observe,  exceeds  the  capacity  of  the  "  Sharpless"  named  in  your  letter. 

Now,  an  instance  of  speed  made  by  the  "  Keweenaw,"  August  21,  1876,  with  one  coach  weighing 
7^  tons:  ran  from  Hancock  to  Calumet,  12^  miles,  in  twenty  minutes ;  deduct  one  and  one-quarter 
minutes  for  one  full  stop  would  leave  eighteen  and  three-quarter  minutes  running  time,  or  an  average 
speed  of  40  miles  per  hour.  The  time  made  on  the  211  and  146  feet  grades  was  30  miles  per  hour,  on 


ILLUSTRATED    CATALOGUE. 


the  60  feet  grade  from  40  to  60  miles  per  hour,  one  mile  being  run  in  just  one  minute.  The  work  did 
not  seem  to  crowd  the  engine,  and  we  can  see  no  reason  why  it  could  not  be  done  daily  if  desired.  The 
train  ran  very  smoothly,  and  the  only  inconvenience  experienced  was  from  dust. 

Very  truly  yours, 
(Signed}  CHARLES   E.  HOLLAND, 

President. 


GLASS  8-18  D  ON  GRADES  OF  75  AND  90  FEET  PER  MILE. 

DENVER  AND  Rio  GRANDE  RAILWAY  Co.,  OFFICE  OF  SUPERINTENDENT. 

DENVER,  COL.,  February  13,  1877. 
GEN.  WM.  J.  PALMER,  President  D.  and  R.  G.  Railway  Co. : 

Dear  Sir, — In  reply  to  letter  of  Burnham,  Parry,  Williams  &  Co.,  in  reference  to  the  performance 
of  our  last  engines,  I  have  to  say, — 

1.  Freight  Engines  Nos.  13,  14,  15,  and  19  (Class  8-18  D).     The  average  train  for  these  engines  is 
twelve  loaded  box  or  thirteen  loaded  coal  cars  and  caboose;  each  load,  8  tons  (coal  cars,  3^  tons;  box 
cars,  4  tons) ;  or  150  tons  of  cars  and  lading,  at  a  speed  of  8  to  10  miles  per  hour. 

Our  average  freight  train  time  on  present  card  is  10  miles  per  hour  between  Denver  and  Pueblo. 
On  heavy  grades  the  speed  is  reduced  to  8  miles,  and  on  slightly  descending  grades  and  levels  the  speed 
is  increased  to  12  miles. 

We  have,  when  rail  and  cars  were  in  perfect  condition,  hauled  fifteen  loaded  cars  at  about  6  miles 
per  hour. 

2.  Passenger  Engines  Nos.  16,  17,  and  18  (Class  8- 1 6  C).     These  engines  are  used  on  our  regular 
passenger  trains,  consisting  of  one  baggage  car  and  two  coaches,  at  a  speed  of  20  miles  per  hour  on  all 
grades.     We  have  never  had  occasion  to  test  either  the  speed  or  the  power  of  these  engines  in  passenger 
train  service. 

On  the  2gth  of  August,  1876,  Engine  1 6  took  one  baggage  car,  five  coaches,  and  one  excursion  car 
from  Denver  to  Colorado  Springs.  Time,  including  stops,  four  hours;  actual  running  time,  about  three 
and  one-half  hours.  She  did  her  work  with  ease,  making  20  miles  per  hour  on  the  heaviest  grades.  I  am 
satisfied  that  either  of  the  four- wheeled- connected  passenger  engines  will  haul  seven  coaches  and  one 
baggage  car  over  our  75  feet  grades  at  from  18  to  20  miles  per  hour. 

These  engines  are  as  heavy  as  should  be  run  over  a  30  pound  iron  rail,  although  I  do  not  see  that 
they  injure  our  rail  more  than  our  lighter  engines. 

When  the  road-bed  is  soft,  these  engines  knock  the  track-bed  out  of  line  more  than  our  first  engines. 

Respectfully  yours, 
(Signed)  W.  W.  BORST, 

Superintendent, 


CLASS  8-18  D  ON  GRADE  OF  105  FEET  PER  MILE. 

ELBERTON  AIR-LINE  RAILROAD  Co.,  GENERAL  MANAGER'S  OFFICE. 

ATLANTA,  GA.,  May  4,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  Elberton  Air-Line  Railway,  which  connects  with  the  Atlanta  and  Charlotte  Air- 
Line  Railway  at  Toccoa,  is  50  miles  long,  of  3  feet  gauge,  laid  with  T  rails  weighing  30  pounds  per  yard, 
and  has  maximum  grades  of  2  per  cent.  (105  feet  per  mile),  ]/z  mile  in  length.  The  shortest  curves  are  970 
feet  radius.  On  the  maximum  grade  of  2  per  cent,  there  is  one  curve  of  1433  feet  radius,  350  feet  long. 
The  line  is  worked  by  two  "  Mogul"  locomotives  of  your  Class  8-18  D  (cylinders,  12  X  J6;  driving- 
wheels,  3  feet  diameter).  Each  engine  hauls  on  the  grades  and  curves  stated  fifteen  loaded  cars,  each 

weighing  with  its  lading  about  15,000  pounds. 

Yours  truly, 
(Signed)  G.  J.  FORE  ACRE, 

General  Manager. 


r 


BALDWIN  LOCOMOTIVE    WORKS. 


GLASS  8-18  D  ON  GRADES  OF  86  TO  105  FEET  PER  MILE. 

PEACH  BOTTOM  RAILROAD. 

YORK,  PA.,  February  2,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Dear  Sirs, — I  enclose  a  statement  of  2^"  miles  of  our  road,  over  which  the  No.  4  hauled  the  load 
referred  to,  together  with  grades,  curves,  radius,  and  length  of  each  curve. 

ist  mile.  Average  grade,  86.6  per  mile,  on  which  we  have  two  10°  curves,  each  400  feet  in  length ; 
two  14°  curves,  each  450  feet  in  length ;  one  9°  curve,  500  feet  long. 

2d  mile.  Grade,  105  feet,  with  two  10°  curves,  each  500  feet  in  length;  one  7°  curve,  250  feet  long; 
and  one  5°  curve,  400  feet  long. 

On  the  last  ^  mile.  1500  feet  95  feet  grade,  with  one  14°  curve,  650  feet  long,  reversing  on  another 
14°  curve,  400  feet  in  length,  with  75  feet  tangent,  followed  by  a  10°  curve,  350  feet  long. 

Last  y2  mile.  Grade,  105  feet  per  mile,  with  two  curves,  one  6°  and  the  other  a  3°  curve,  each  400 
feet  in  length. 

Train  hauled,  seven  eight- wheeled  gondolas  and  one  passenger  coach;  total  weight,  90  tons.  Pres- 
sure at  start,  loo  pounds;  when  at  top  of  grade,  100  pounds.  Speed,  10  miles  per  hour,  being  our  reg- 
ular schedule. 

Our  engineer  thinks  he  could  have  hauled  two  cars  more  with  pressure  at  125  pounds.  I  do  not 
consider  the  above  as  a  test  of  what  the  engine  is  capable  of  doing,  and  shall  be  pleased  to  inform  you 
of  future  performance  on  the  same  piece  of  road. 

November  7,  1878. 

Yesterday  the  No.  4  hauled  a  train  of  ten  cars  (over  the  same  piece  of  road  I  sent  you  particulars 
of),  consisting  of  four  eight-wheeled  box  cars,  five  eight-wheeled  gondolas,  and  one  passenger  coach ; 
total  weight,  211,190  pounds,  actual  weight;  equal  to  94  tons  (2240  pounds)  of  cars  and  lading.  Pres- 
sure at  start,  125  pounds;  at  top  of  grade,  120  pounds.  Speed,  10  miles  per  hour,  including  two  stops  at 
stations.  The  above  load  was  hauled  with  ease.  Shall  be  glad  to  inform  you  of  any  greater  perform- 
ance, as  we  have  not  yet  tested  her  full  capacity. 

(Signed)  S.  M.  MANIFOLD, 

Superintendent. 


CLASS  8-22  D  ON  GRADES  OF  90  AND  160  FEET  PER  MILE. 

BELL'S  GAP  RAILROAD. 

BELLWOOD,  PA.,  March  24,  1882. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Answering  your  favor  of  the  i8th  instant,  would  say  that  on  the  23d  instant,  Engine 
No.  4  hauled  a  train  of  seven  loaded  Pennsylvania  Railroad  cars  on  narrow-gauge  trucks  up  the  grade  of 
90  feet,  combined  with  15°  curves,  on  the  western  slope  of  the  mountain.  Train  weighed  183  net  tons; 
steam  pressure,  125  pounds;  speed,  eight  minutes  to  the  mile.  On  the  same  date  the  engine  hauled  nine 
empty  Pennsylvania  Railroad  car  bodies  on  narrow-gauge  trucks  up  the  grade  of  160  feet,  combined  with 
28°  curve,  on  the  eastern  slope  of  the  mountain.  Train  weighed  70  tons,  spread  over  a  distance  of  285 
feet.  Steam  pressure  and  speed  same  as  above.  Sand  had  to  be  used  freely  on  curves  to  prevent  engine 
from  slipping.  An  ordinary  train  up  the  western  slope  is  six  Pennsylvania  Railroad  car  bodies  on  narrow- 
gauge  trucks,  and  up  the  eastern  slope  eight  empty  broad-gauge  cars  at  a  speed  of  six  minutes  to  the  mile. 
The  performance  of  Engine  No.  4  has  been  very  satisfactory.  Engine  weighs  52,000  pounds,  with  three 
gauges  of  water. 

(Signed)  R.  G.  FORD, 

Superintendent. 
3 


26  ILLUSTRATED    CATALOGUE. 

CLASS  8-22  D  ON  GRADE  OF  W5  FEET  PER  MILE. 

THE  MEXICAN  NATIONAL  CONSTRUCTION  Co. 

NEW  YORK,  September  10,  1883. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.: 

"  Dear  Sirs, — Mr.  Lister  states  that  our  "  Mogul"  engines  (14  X  2O  cylinders)  will  take  eight  or  nine 
loaded  cars  and  a  caboose  from  Gracia  to  Ojo  Caliente, — about  2  per  cent,  grade, — but  cannot  make  more 
than  8  or  10  miles  per  hour. 

The  eight  or  nine  loaded  cars  and  caboose  spoken  of  by  Mr.  Lister  will  weigh  from  145  to  150  tons, 
and  between  Gracia  and  Ojo  Caliente  the  curves  are  about  n°  maximum. 

(Signed)  W.  M.  SPACKMAN, 

Assistant  Purchasing  Agent. 


28 


BALDWIN  LOCOMOTIVE    WORKS. 


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ILLUSTRATED   CATALOGUE. 


PERFORMANCE  OF  NARROW-GAUGE  "CONSOLIDATION" 

LOCOMOTIVES. 


CLASS  W-24  E  ON  GRADES  OF  WO  TO  163  FEET  PER  MILE. 

SOUTH  PACIFIC  COAST  RAILROAD  COMPANY. 

SAN  FRANCISCO,  July  7,  1882. 
BALDWIN  LOCOMOTIVE  WORKS, 

PHILADELPHIA,  PA.  : 

Gentlemen, — Your  favors  of  June  I2th  and  igth  received.  In  reply  to  your  inquiries  as  to  per- 
formance of  "  Consolidation"  Engine  No.  13,  I  cheerfully  make  the  following  statement: 

The  engine  is  for  wood  or  coal.  We  have  used  only  redwood,  the  kind  in  common  use  here.  The 
engine  is  at  work  on  our  mountain  division ;  pulls  eleven  loaded  cars  without  sand  up  a  grade  of  about 
I  mile,  varying  from  100  to  163  feet,  from  the  mills  to  the  main  line,  with  one  curve  of  10°.  Pulls  four- 
teen loaded  cars  and  one  caboose  up  a  5  mile  grade  on  the  main  line,  varying  from  70  to  90  feet,  around 
10°  to  16°  curves.  The  sharpest  curve  occurs  on  the  heaviest  grade  in  one  instance.  The  road  is  crooked, 
with  short  intervening  tangents  between  all  curves.  Steam  gets  low  sometimes  and  the  blower  has  to  be 
used,  but  the  engine  can  start  with  the  fifteen  cars  at  any  point  with  130  pounds  steam  without  slipping 
and  without  the  use  of  sand.  With  coal  for  fuel  I  have  no  doubt  the  engine  would  never  want  for  steam. 
The  cars  weigh  5  tons  each,  and  the  load  fully  10  tons  to  each  car.  The  engine  has  given  us  entire  satis- 
faction in  every  respect  so  far. 

Very  respectfully, 

(Signed)  A.  H.  FRACKER, 

General  Superintendent. 

CLASS  10-24%  E  ON  GRADE  OF  53  FEET  PER  MILE. 

CONNOTTON  VALLEY  RAILWAY. 

BOSTON,  February  14,  1881. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  machines  we  have  work  well,  and  we  prefer  not  to  change  the  pattern  or  make. 
They  take  twenty-four  loaded  cars  (12  to  13  tons  each  of  paying  load)  up  a  grade  of  52.8  feet  per  mile. 

(Signed)  C.  G.  PATTERSON, 

General  Manager. 

CLASS  10-24JA  E  ON  GRADES  OF  75  TO  90  FEET  PER  MILE. 

DENVER  AND  Rio  GRANDE  RAILWAY. 

DENVER,  COL.,  March  7,  1882. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Gentlemen, — Your  letter  of  the  28th  ult.  is  received.  I  cannot  quite  confirm  the  statement  of  your 
engineer.  The  engines  you  mentioned  are  our  Class  60,  and  haul  between  Denver  and  Pueblo  262  tons 
(2000  pounds)  of  cars  and  lading.  Allowing  each  car  and  its  load  to  weigh  18  tons,  this  would  be 


BALDWIN  LOCOMOTIVE   WORKS. 


almost  fourteen  and  a  half  cars,  as  all  cars  are  not  loaded  up  to  24,000  pounds.     It  frequently  happens 
that  fifteen  or  sixteen  cars  are  in  train.     262  tons  of  cars  and  lading  are  the  best  they  have  done. 

The  maximum  grade  over  this  portion  of  our  line  is  75  feet,  with  unequated  curves  of  6°,  making 
the  grade  on  the  curves  equivalent  to  90  feet  per  mile.  The  weight  of  the  cars  average  about  6  tons 
empty,  and  when  fully  loaded  they  carry  12  tons  freight. 

Yours  truly, 
(Signed}  D.  C.  DODGE, 

General  Manager. 

CLASS  10-24l/z  E  ON  A  GRADE  OF  4  PER  CENT. 

SANTA  ANA  RAILWAY. 
SONSONATE,  SALVADOR,  January  18,  1884. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.  : 

Gentlemen, — The  "  Armenia"  is  doing  good  service.  She  starts  and  readily  handles  seven  loaded 
cars  (75  tons)  on  straight  grade  of  4  per  cent.  We  are  well  pleased  with  her. 

(Signed)  A.  J.  SCHERZER, 

Chief  Engineer. 


CLASS  10-26  E  ON  GRADE  OF  158  FEET  PER  MILE. 

THE  PARANA  RAILROAD,  MORRETES,  September  n,  1883. 
To  THE  DIRECTOR  OF  THE  PARANA  RAILROAD: 

Dear  Sir, — I  have  the  honor  of  presenting  you  a  report  showing  the  results  of  the  experiments  made 
September  gth  with  the  American  Engine  No.  9  of  the  "  Consolidation"  type. 

This  machine  has  coupled  wheels  0.914  metres  diameter  (36  inches) ;  and  the  weight  on  the  drivers  is 
25,400  kilograms  (56,000  pounds).  The  time  used  in  obtaining  a  pressure  of  120  pounds  after  firing  was 
two  hours  and  thirty  minutes  without  forcing  the  fire,  and  the  fuel  consumed  was  213  kilograms  (470 
pounds).  During  the  trial  the  weather  was  fair  but  moist.  The  machine  drew  a  train  composed  of  nine 
cars  weighing  27,439  kilograms  (60,476  pounds),  loaded  with  170  rails  weighing  33,825  kilograms 
(74,415  pounds),  or  a  total  of  61,264  kilograms  (135,069  pounds). 

The  profile  of  the  road  where  the  trial  was  made  shows  a  rising  grade  of  3  per  cent.  The  throttle- 
valve  was  opened  wide.  The  detent  was  set  at  ^  of  its  course.  The  maximum  speed  observed  was  17 
kilometres  (10^  miles).  A  speed  of  15  kilometres  (9.3  miles)  was  easily  maintained.  The  effective 
pressure  in  the  boiler  varied  from  130  to  150  pounds.  The  wheels  slipped  at  various  points  on  the  line, 
sometimes  on  curves,  sometimes  on  tangents.  The  slipping  always  took  place  during  the  passage  of  the 
machine  over  wet  rails.  At  Station  No.  40  of  the  second  subdivision  the  slipping  was  so  bad  that  we  were 
obliged  to  stop.  In  spite  of  the  sand  the  machine  was  not  able  to  cross  this  point,  which  was  on  a  curve. 
The  injectors  worked  very  badly.  The  feed  was  imperfect,  and  we  lost  nine  minutes  in  the  51  kilometres 
from  this  cause.  The  consumption  of  fuel  was  304  kilograms  (670  pounds)  during  the  run  of  11,800 
metres  (38,547  feet)  up  the  3  per  cent,  grade.  The  time  spent  in  traversing  this  space  was  53  minutes, 
stops  being  deducted.  The  speed  was  consequently  a  mean  of  13,360  metres  (13  miles  nearly)  per  hour. 
The  fuel  consumed  for  this  space  was  304  kilograms,  say  25.762  kilograms  (56.67  pounds)  per  kilometre 
(0.62  mile).  The  consumption  of  water  was  4  cubic  metres,  say  0.340  metres  (90  gallons)  per  kilo- 
metre (145  gallons  per  hour  nearly).  The  tractive  force  as  calculated  was  60,000  kilograms  (132,000 
pounds),  which  completely  corresponds  with  the  results  obtained.  The  various  working  parts  were  oiled 
at  the  start,  besides  which  it  was  necessary  to  oil  during  the  run  both  the  guides  and  the  cylinders,  which 
absorbed  0.350  kilograms  (0.77  pounds)  of  grease. 

The  tender  has  but  one  brake,  which  is  not  sufficient,  and  it  will  be  necessary  to  apply  one  with 
greater  power.  The  descent  was  accomplished  with  a  French  appliance  furnishing  a  brake  against  the 
steam. 


ILLUSTRATED    CATALOGUE. 


To  resume,  it  is  incontestable  that  this  machine  ("  Consolidation"  type)  will  render  very  good  service 
on  the  second  section.     In  passing  around  curves  it  operates  very  easily;  the  stability  is  very  good,  as 
also  its  motion.     The  consumption  of  coal  is  in  accord  with  the  water  evaporated,  and  is  rather  large. 
Such  are,  sir,  the  observations  I  have  made  in  these  experiments. 

(Signed)  EM.  BERLAY, 

Engineer. 

GLASS  10-26  E  ON  GRADE  OF  370  FEET  PER  MILE. 

DENVER  AND  Rio  GRANDE  RAILWAY  COMPANY. 

COLORADO  SPRINGS,  COL.,  November  29,  1881. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Upon  receipt  of  your  letter  of  the  i8th,  I  referred  it  to  Mr.  J.  R.  de  Remer,  who 
returned  it  to  me  endorsed  as  follows  : 

The  370  feet  grade  is  the  maximum  on  all  tangents.  Maximum  curvature,  24°.  Equation  on  all 
curves  is  0.55  per  degree,  which  will  equal  grade  of  306.24  per  mile  on  a  24°  curve.  We  have  never 
up  to  this  date  given  the  406  a  fair  trial  to  test  her  power  on  this  heavy  grade.  The  most  cars  hauled 
by  her  at  any  one  time  up  to  date  has  been  six  construction  box  cars  loaded  with  men,  stores,  and 
blankets,  etc.  My  opinion  is  that  Baldwin  locomotive  No.  406  will  start  and  haul  65  or  70  tons  with 
ease  on  the  370  feet  grade.  Respectfully, 

(Signed)  R.  F.  WEITBREC, 

Manager  Construction. 

February  4,  1882. 

Sample  says  to-day  that  the  best  that  Engine  406  has  ever  done  was  to  haul  up  57  tons,  consisting 
of  cars  and  paying  weight.  This  was  under  most  favorable  circumstances.  Thinks  average  capacity  is 
about  50  tons. 

(Signed)  R.  F.  WEITBREC. 


CLASS  10-26  E  ON  GRADE  OF  140  FEET  PER  MILE. 

OFFICE  OF  THE  EAST  BROAD  Top  RAILROAD  AND  COAL  Co. 

ORBISONIA,  HUNTINGDON  Co.,  PA.,  8th  June,  1882. 
BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Your  letter  of  the  5th  addressed  to  our  President,  Mr.  Ingham,  has  been  referred 
to  me. 

With  regard  to  the  performance  of  our  16  X  2O  cylinder  "  Consolidation"  engine  : 

Our  maximum  grade,  as  mentioned  in  a  previous  letter,  is  140  feet  per  mile,  3  miles  in  length.  On 
this  grade  we  have  several  curves  of  574'  and  478''  radius,  and  one  of  338'',  with  reverse  curves  of  longer 
radius. 

Our  schedule  time  over  this  portion  of  the  road  is  a  little  over  10  miles  per  hour,  with  twenty  empty 
coal  dumps  and  cabin  car,  weighing  104^  tons  of  2000  Ibs.,  exclusive  of  tender. 

On  the  return  trips  from  the  mines  we  consider  twenty-seven  loaded  cars,  containing  9^  tons  each, 
or  a  total  of  384^  tons,  with  the  cabin  car,  a  fair  load  over  an  adverse  grade  of  52T8^  feet  per  mile  at  the 
rate  of  15  miles  per  hour. 

Finding  the  engine  too  large  for  our  turn-tables,  I  abandoned  those  at  each  end  of  the  road  and 
substituted  V  tracks  with  23°  curves  on  each  arm.  These  it  passes  over  daily  with  perfect  ease. 

I  have  no  doubt  but  that  the  engine  would  haul  more  than  we  have  ever  put  her  down  to.  Unfor- 
tunately, we  are  obliged  to  run  her  at  a  much  higher  rate  of  speed  than  is  advisable  for  an  engine  with 
driving-wheels  36  inches  in  diameter.  I  have,  therefore,  not  attempted  to  work  the  engine  up  to  the 
full  hauling  capacity.  Yours  truly, 

(Signed)  A.  W.  SIMS, 

Superintendent. 


34 


BALDWIN  LOCOMOTIVE   WORKS. 


35 


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PERFORMANCE  OF  A  NARROW-GAUGE  "DECAPOD" 

LOCOMOTIVE. 


CLASS  12-30  f  OH  GRADE  OF  200  FEET  PER  MILE. 

THE  MEXICAN  NATIONAL  CONSTRUCTION  Co.,  NEW  YORK,  April  6,  1883. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Mr.  Purdy  sends  the  following  as  the  result  of  a  trial  trip  of  a  "  Decapod"  engine 
between  Mexico  and  Summit,  with  a  train  of 

Eight  eight-wheeled  cars,  loaded  with   12  tons  each,  making  a 

total  of         ..........         281,056  pounds. 

One  four-wheeled  caboose  ........  8,675       " 


Total  weight  of  cars  and  load    .....         289,731  pounds. 
Pine  wood  consumed,  3.75  cords.     Distance  run,  39.12  kilometres.     Gradients  are  as  follows: 

Level  . .         .         9.18  kilometres. 

I  percent,  ascending 5.10         " 

2*/2       "  " 7.8l  " 

3T8o     "  " 17-3 

Mr.  Purdy  expects  shortly  to  have  several  experiments  made  with  these  engines,  so  as  to  get  an 
average,  as  the  circumstances  of  this  particular  trial  were  more  favorable  to  the  engine  than  usual;  and 
he  will  also  have  some  experiments  made  with  the  "  Consolidation"  engines  and  send  me  the  compara- 
tive statement,  which  I  will  send  to  you  as  soon  as  received. 

(Signed)  WALTER  HINCHMAN, 

President, 


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In  referring  to  any  of  the  above  classes,  it  should  be  stated  whether  a  locomotive  with  separate  tender  or  with  tan 
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The  weights  given  in  above  table  and  the  figures  for  loads  to  be  hauled  are  predicated  on  locomotives  with  sej 
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First.  Having  six  wheels,  it  is  comparatively  steady  on  the  track,  and  moves  smoothly  and  without  plunging,  causing  the  least  wear  to  the  track  and  itself. 
Second.  The  fuel  and  water  are  carried  on  the  engine  frames  at  the  back.  The  centre  of  gravity  of  the  engine  is  thus  kept  low,  and  the  boiler  is  left 
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